Vehicle collision simulation test tool, system, electronic equipment and method

Abstract

The invention provides a vehicle collision simulation test tool, system and method, and electronic equipment. The tool comprises a base; the supporting frame is arranged on the base, the supporting frame comprises a supporting face, and the included angle between the side, close to the base, of the supporting face and the base is an acute angle; and one end of the overturning arm is rotationally connected with the base or the supporting frame through a rotating shaft, so that the overturning arm can swing within the range close to or away from the supporting surface. A physical experiment is carried out based on the tool, physical experiment data can be provided for optimization of the simulation precision of the angular velocity sensor in a simulation model, and optimization of the simulation precision of the angular velocity sensor in the simulation model can be realized based on the physical experiment data.

Description

Technical Field

[0001] This application relates to the field of vehicle safety technology, specifically to a vehicle collision simulation testing fixture, system, electronic device, and method. Background Technology

[0002] In the field of automotive safety technology, the calibration of airbag controller algorithms is a crucial factor affecting vehicle safety. Current technologies primarily rely on real-vehicle crash tests, which are not only costly but also require lengthy testing cycles, hindering companies' efforts to reduce costs and increase efficiency. With the maturation of vehicle crash finite element simulation testing technology, the industry is gradually adopting simulation testing to replace real-vehicle crash tests. This involves constructing vehicle crash simulation models to collect operational signals and then calibrating the airbag controller algorithm.

[0003] In practical applications, accurate calibration of airbag controller algorithms relies on multi-dimensional signal inputs. Besides vehicle acceleration and door pressure signals, the change in vehicle rollover angular velocity under rollover collision conditions is particularly crucial. However, traditional simulation models lack sufficient accuracy in simulating angular velocity sensors, failing to accurately reproduce the instantaneous dynamic changes in vehicle attitude during rollover and struggling to match the true response characteristics of the angular velocity sensors. This results in significant errors in angular velocity output under rollover conditions. Therefore, it is necessary to optimize the simulation accuracy of the angular velocity sensors in the simulation model.

[0004] However, due to the lack of physical experimental fixtures adapted to the simulation model, the only way to match the output results of the virtual collision scenario is to repeatedly adjust the parameters of the angular velocity sensor in the simulation model. But this process has extremely low reliability due to the lack of correction from physical experimental data, and cannot support the optimization process of the simulation accuracy of the angular velocity sensor in the simulation model.

[0005] It should be noted that the information disclosed in the background section of this application is intended only to enhance the understanding of the general background of this application, and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0006] This application provides a vehicle collision simulation testing fixture, system, electronic device, and method to solve the problem in the prior art that the lack of physical experimental fixtures adapted to the simulation model makes it impossible to obtain corresponding measured data through physical experiments to optimize the simulation accuracy of the angular velocity sensor in the simulation model.

[0007] In a first aspect, embodiments of this application provide a vehicle collision simulation testing fixture, comprising: Base; A support frame is disposed on the base, the support frame includes a support surface, and the angle between the side of the support surface near the base and the base is an acute angle; A flip arm, one end of which is rotatably connected to the base or the support frame via a rotating shaft, allows the flip arm to swing within a range that is close to and far from the support surface.

[0008] In one possible implementation, the flipping arm includes: The first flipping part, one end of which is rotatably connected to the base or the support frame via a rotating shaft; The second flipping part is disposed at the end of the first flipping part away from the rotation axis.

[0009] In one possible implementation, the second flipping portion is perpendicular to the first flipping portion, and the second flipping portion extends in a direction away from the support surface.

[0010] In one possible implementation, the support frame includes: The first support portion, the side of the first support portion away from the base, forms the support surface; The second support portion has a first end connected to the end of the first support portion near the base; The third support portion has a first end connected to the second end of the second support portion, and the second end of the third support portion is connected to the end of the first support portion away from the base.

[0011] In one possible implementation, the second support portion and the third support portion are perpendicular to each other.

[0012] Secondly, embodiments of this application provide a design method for a vehicle collision simulation test fixture, including: A first finite element model is constructed, the first finite element model including the vehicle collision simulation test fixture and the slide test rigid platform as described in any one of the first aspects, wherein the vehicle collision simulation test fixture is disposed on the slide test rigid platform; A preset acceleration waveform is loaded onto the rigid platform of the slide test in the first finite element model, and a simulation test is performed to obtain the simulation test results of the vehicle collision simulation test fixture. Based on the simulation test results of the vehicle collision simulation test fixture, the optimal angle between the side of the support surface near the base and the base in the vehicle collision simulation test fixture is determined.

[0013] Thirdly, embodiments of this application provide a vehicle collision simulation testing system, including: The vehicle collision simulation test fixture described in any one of the first aspects; An angular velocity sensor is mounted on the tilting arm of the vehicle collision simulation test fixture. A rigid sliding test platform is provided, and the vehicle collision simulation test fixture is mounted on the rigid sliding test platform.

[0014] Fourthly, embodiments of this application provide a vehicle collision simulation test method, including: Based on the vehicle collision simulation test system described in the third aspect, a second finite element model matching the vehicle collision simulation test system is constructed. A preset acceleration waveform is applied to the rigid platform of the slide test in the second finite element model, and a simulation test is performed to obtain the simulation test results of the angular velocity sensor. The preset acceleration waveform is loaded onto the rigid platform of the sliding test in the vehicle collision simulation test system to conduct a physical experiment and obtain the physical experimental results of the angular velocity sensor. The parameters of the angular velocity sensor in the second finite element model are optimized based on the physical experiment results and the simulation test results of the angular velocity sensor.

[0015] In one possible implementation, before loading a preset acceleration waveform onto the rigid platform of the slide test in the second finite element model, performing simulation testing, and obtaining the simulation test results of the angular velocity sensor, the method further includes: Based on the mass parameters and smoothing algorithm parameters of the angular velocity sensor, the parameters of the angular velocity sensor in the second finite element model are optimized.

[0016] Fifthly, embodiments of this application provide an electronic device, including: processor; Memory; And a computer program, wherein the computer program is stored in the memory, and when the computer program is executed by the processor, causes the electronic device to perform the method described in any one of the fourth aspects.

[0017] In this embodiment of the application, physical experiments based on vehicle collision simulation test fixtures can provide physical experimental data for optimizing the simulation accuracy of the angular velocity sensor in the simulation model. Based on the physical experimental data, the simulation accuracy of the angular velocity sensor in the simulation model can be optimized. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of a vehicle collision simulation test fixture provided in an embodiment of this application; Figure 2A schematic diagram of a physical experiment for vehicle collision simulation testing provided in this application embodiment; Figure 3 A schematic flowchart illustrating the design method of a vehicle collision simulation test fixture provided in this application embodiment; Figure 4 A schematic diagram of a finite element model structure is provided in the embodiments of this application; Figure 5A A schematic diagram of a preset acceleration waveform provided in an embodiment of this application; Figure 5B A schematic diagram of another preset acceleration waveform provided in an embodiment of this application; Figure 5C A schematic diagram of another preset acceleration waveform provided in an embodiment of this application; Figure 6 This is a schematic flowchart of a vehicle collision simulation test method provided in an embodiment of this application; Figure 7 A schematic diagram of a finite element model of an angular velocity sensor provided in an embodiment of this application; Figure 8 A schematic diagram of an angular velocity-time characteristic curve provided in an embodiment of this application; Figure 9 This is a schematic diagram of another vehicle collision simulation test method provided in an embodiment of this application; Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0019] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0020] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0021] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0022] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0023] In the automotive safety technology system, ensuring the accurate deployment of critical components such as airbags to provide reliable protection for occupants during a collision has always been a key focus of industry research. Airbag controller algorithm calibration has become an indispensable part of the vehicle development process, directly determining whether airbags and seatbelts can deploy correctly in a real collision, thus affecting the effectiveness of protection for occupants.

[0024] In traditional vehicle development, airbag controller calibration primarily relies on physical experiments. This method requires numerous real-vehicle crash tests, which are not only costly, incurring significant expenses for vehicle wear and tear, equipment investment, and manpower for each test, but also have a lengthy testing cycle. From test preparation and actual crashes to data acquisition and analysis, each step consumes considerable time, severely hindering the efficiency of vehicle product development and impeding companies' goals of cost reduction and efficiency improvement. With the maturity of vehicle crash finite element simulation testing technology, the industry is gradually adopting simulation testing to replace real-vehicle crash tests. By constructing vehicle crash simulation models to collect operating condition signals, airbag controller algorithm calibration can be carried out. This places higher demands on the accuracy of sensors used in simulation testing.

[0025] With the addition of airbag deployment testing in rollover scenarios to the 2024 version of the China New Vehicle Evaluation Criteria, vehicle manufacturers, when calibrating airbag controller algorithms, need to consider not only vehicle acceleration and door pressure signals, but also the change in vehicle rollover angular velocity under rollover conditions. However, traditional simulation models lack the accuracy to accurately reproduce the instantaneous dynamic changes in vehicle posture during rollover and struggle to match the sensor's true response characteristics. Under high-frequency oscillation conditions, the signal output from the angular velocity sensor in traditional simulation models exhibits a peak deviation of approximately ±4.5°, far exceeding the industry-required safety limit of ±0.5°. This significant angular velocity output error under rollover conditions prevents reliable signal input for airbag controller algorithm calibration, severely limiting the application of simulation testing in rollover calibration. Therefore, optimizing the simulation accuracy of angular velocity sensors in vehicle collision simulation models is crucial.

[0026] However, due to the lack of physical experimental fixtures matching the simulation model, the optimization of the angular velocity sensor simulation accuracy in the simulation model cannot be carried out. The only solution is to adjust some parameters of the angular velocity sensor in the simulation model and iteratively match the output results of the virtual collision scenario. However, this process lacks anchoring and correction with physical experimental data, trapping the optimization of the angular velocity sensor simulation accuracy in a closed loop of virtual verification. Furthermore, the sensor model optimized solely through virtual means has low consistency with real vehicle test data, resulting in insufficient reliability. In other words, the optimization process for the angular velocity sensor simulation accuracy in the simulation model cannot be carried out, which directly restricts the application of simulation testing technology in the calibration of airbag controller algorithms under rollover conditions.

[0027] To address the aforementioned issues, this application provides a vehicle collision simulation testing fixture. Physical experiments conducted using this fixture can provide physical experimental data for optimizing the simulation accuracy of the angular velocity sensor in the simulation model. Based on the physical experimental data, the simulation accuracy of the angular velocity sensor in the simulation model can be optimized.

[0028] See Figure 1 This is a schematic diagram of the structure of a vehicle collision simulation test fixture provided in an embodiment of this application.

[0029] like Figure 1 As shown in Figure a, the tooling includes a base 101; a support frame 110, which is mounted on the base and includes a support surface 1111 (as shown in Figure a). Figure 1 As shown in b), the angle between the support surface near the base and the base is an acute angle; the flip arm 120, one end of which is rotatably connected to the base 101 or the support frame 110 via a rotating shaft 102, so that the flip arm 120 can swing within a range of approaching and moving away from the support surface 1111.

[0030] In this embodiment, the angle φ between the side of the support surface closest to the base and the base is an acute angle to ensure that the tilting arm can be stably placed on the support surface. It is understood that if this angle is a right angle or an obtuse angle, the support surface cannot provide support for the tilting arm, meaning the tilting arm cannot be stably placed on the support surface. One end of the tilting arm is rotatably connected to the base or support frame via a rotating shaft to reduce resistance when the tilting arm swings.

[0031] See Figure 2 This is a schematic diagram of a physical experiment for vehicle collision simulation testing provided in an embodiment of this application.

[0032] like Figure 2As shown, in practical applications, an angular velocity sensor can be installed at the end of the tilting arm away from the rotation axis, and the entire fixture is fixedly placed at a preset position on the rigid platform of the collision test slide. After the rigid platform of the slide test starts loading according to the preset acceleration curve and loading direction, the tilting arm will swing along the rotation axis. When the acceleration is large, the tilting arm continues to swing under the action of inertia and eventually falls onto the surface of the rigid platform of the slide test. During this process, the angular velocity sensor always maintains synchronous movement with the tilting arm and collects the angular velocity parameters of the tilting arm in real time, providing physical experimental data for vehicle collision simulation testing, so as to optimize the simulation accuracy of the angular velocity sensor in the simulation model (such as the finite element model below).

[0033] It should be noted that although the figure shows an angular velocity sensor installed at the end of the tilting arm away from the rotation axis, the fixture does not include an angular velocity sensor. The angular velocity sensor is an accessory installed during physical experiments for vehicle collision simulation testing. The above description is merely an illustrative illustration of one practical application of this fixture and should not be construed as limiting the scope of protection of this application. The specific shape of the base (e.g., rectangular, circular), the structural form of the support frame (e.g., frame-type support), and the specific value of the acute angle between the side of the support surface closest to the base and the base can all be adaptively adjusted by those skilled in the art according to the actual testing scenario. This application does not impose specific limitations in these aspects.

[0034] In this embodiment of the application, physical experiments based on the tooling can provide physical experimental data for optimizing the simulation accuracy of the angular velocity sensor in the simulation model, and the optimization of the simulation accuracy of the angular velocity sensor can be achieved based on the physical experimental data.

[0035] In practical applications, to ensure that the tilting arm can more easily tilt away from the support surface, the structure of the tilting arm can be further optimized. One possible implementation is as follows: Figure 1 As shown in b, the flipping arm 120 includes: a first flipping part 121, one end of which is rotatably connected to the base 101 or the support frame 110 via a rotating shaft 102; and a second flipping part 122, which is disposed at the end of the first flipping part 121 away from the rotating shaft 102.

[0036] It is understandable that the flipping arm consists of a first flipping part and a second flipping part, which can ensure that the flipping arm can more easily complete the flipping when it swings away from the support surface. The second flipping part can be regarded as the counterweight of the first flipping part. When the flipping arm is perpendicular to the base, the second flipping part makes it easier for the flipping arm to flip away from the support surface.

[0037] Of course, in practical applications, the tilting arm may also include only the first tilting part, and this application embodiment does not impose specific limitations on this.

[0038] In practical applications, since the angular velocity sensor is mounted on the upper surface of the second flipping part, in order to reduce the hardware wear and tear on the angular velocity sensor during physical experiments, the size of the second flipping part needs to be larger than the size of the angular velocity sensor.

[0039] To further ensure the tilting arm can tilt properly, in one possible implementation, the second tilting part is perpendicular to the first tilting part and extends in a direction away from the support surface. This design ensures that when the tilting arm is tilted to a position perpendicular to the base, the second tilting part applies a force away from the support surface to the entire tilting arm, making it easier to tilt.

[0040] For ease of explanation, the term "7-shaped" tilting arm will be used to describe the tilting arm in the following text.

[0041] In one possible implementation, such as Figure 1 As shown in b, the support frame 110 includes: a first support portion 111, the side of the first support portion 111 away from the base 101 forming a support surface 1111; a second support portion 112, the first end of the second support portion 112 being connected to the end of the first support portion 111 near the base 101; and a third support portion 113, the first end of the third support portion 113 being connected to the second end of the second support portion 112, and the second end of the third support portion 113 being connected to the end of the first support portion 111 away from the base 101.

[0042] In this embodiment, by constructing the support frame from a first support part, a second support part, and a third support part, the stability of the support frame is ensured, so that the support surface can provide reliable support for the tilting arm and effectively prevent the support frame from deforming and breaking under stress.

[0043] Of course, those skilled in the art can adjust the structure of the support frame according to actual needs, such as using only the first support part. This application does not impose specific limitations on this.

[0044] To further enhance the stability of the support frame structure, in one possible implementation, the second and third support sections are perpendicular to each other. It is understood that this design further enhances the structural stability of the support frame.

[0045] In practical applications, in order to verify the reliability of the above-mentioned tooling structure, the tooling structure can be analyzed through simulation testing, and the optimal angle between the side of the support surface near the base and the base in the vehicle collision simulation test tooling can be determined.

[0046] See Figure 3 This is a schematic diagram illustrating the design method of a vehicle collision simulation testing fixture provided in an embodiment of this application. Figure 3 As shown, the method specifically includes the following steps.

[0047] Step S301: Construct the first finite element model.

[0048] In this embodiment, the first finite element model includes a vehicle collision simulation test fixture and a slide test rigid platform. The vehicle collision simulation test fixture is set on the slide test rigid platform, and the first finite element model is the simulation test model used in this embodiment.

[0049] See Figure 4 This application provides a schematic diagram of a finite element model structure.

[0050] like Figure 4 As shown. The construction process of the first finite element model is as follows. Using the finite element solver keywords of LSDYNA software, a finite element simulation model of the vehicle collision simulation test fixture and the rigid platform of the sliding test is built. The support frame, the "7-shaped" tilting arm, and the base are modeled using single-point segmented hexahedral elements of preset dimensions (e.g., an average of 6 mm), and the material is an isotropic linear elastic material constitutive model with steel parameters. The support frame and the "7-shaped" tilting arm are connected by a rolling bearing. The rolling bearing uses... CONSTRAINED_JOINT_REVOLUTE modeling of the revolute joint; the support frame and base are connected using common nodes; the rigid platform for the slide test is modeled using shell elements, with material parameters of steel constitutive modeling, constraining all degrees of freedom along the non-impact direction; the rigid platform for the slide test and the tooling base use... CONSTRAINED_EXRA_NODES_SET connection.

[0051] It should be noted that the construction process of the first finite element model mentioned in the embodiments of this application is only an exemplary description. In actual applications, those skilled in the art can make adaptive adjustments to the software, keywords and modeling methods used to construct the finite element model according to their needs. The embodiments of this application do not impose specific limitations on this.

[0052] Step S302: Load a preset acceleration waveform onto the rigid platform of the slide test in the first finite element model, perform simulation testing, and obtain the simulation test results of the vehicle collision simulation test fixture.

[0053] In this embodiment, after constructing the first finite element model, a preset acceleration waveform needs to be applied to the rigid platform of the sliding test within the first finite element model for simulation testing. This simulates real collision conditions to verify the structural reliability of the fixture. The rigid platform of the sliding test, as the core load-bearing unit of the fixture supporting the component under test, replicates the dynamic environment of the vehicle collision under its acceleration load. Applying a preset acceleration waveform to this platform can accurately simulate real collision conditions. In practical applications, various preset acceleration waveforms can be used to model different collision conditions.

[0054] See Figure 5A This is a schematic diagram of a preset acceleration waveform provided in an embodiment of this application. Figure 5A As shown, the waveform reflects the acceleration change curve within a preset time period. The peak acceleration in this waveform is 20 times the acceleration due to gravity. It can be seen that the acceleration rises rapidly from its initial value, simulating the instantaneous contact between the vehicle and the collision object. The impact load causes a sharp increase in the vehicle's acceleration during this stage, where the rate of change of acceleration is large, reflecting the instantaneous high-intensity impact load. After the acceleration reaches its peak, a plateau period with slight fluctuations is formed, simulating the continuous action of the collision force and the gradual dissipation of energy by the structure. Finally, the acceleration gradually decreases from its peak, accompanied by slight oscillations in the later stages, simulating the later stages of the collision.

[0055] See Figure 5B This is a schematic diagram of another preset acceleration waveform provided in an embodiment of this application. Figure 5B As shown, the waveform is similar to... Figure 5A The provided waveforms are similar, but the peak acceleration in this waveform is 30 times the acceleration due to gravity. It can be seen that the waveform fluctuates more frequently and densely near the peak acceleration, reflecting a more significant instantaneous fluctuation in the load experienced by the vehicle during the peak collision phase. Furthermore, after the acceleration descent phase ends, the tail section exhibits a larger amplitude of oscillation, indicating more pronounced residual vibration in the later stages of the structure and a more significant dissipation of energy through vibration. Understandably, this waveform can simulate a more significant impact than... Figure 5A The waveform shown represents a collision scenario with more intense impact.

[0056] See Figure 5C This is a schematic diagram of another preset acceleration waveform provided in an embodiment of this application. Figure 5CAs shown, the acceleration in this waveform initially shows a small increase, fluctuation, and decrease, which is used to simulate the pre-collision contact process of the model. For example, the front bumper of the vehicle first contacts the collision object, causing initial deformation and resulting in a small change in load. Subsequently, the acceleration rapidly increases to a peak value, and there are obvious fluctuations in the peak segment, which is used to simulate the process of a large-area vehicle collision (the main structure of the vehicle deforms more violently, and different parts deform in sequence). After the acceleration rapidly decreases from the peak value, the rear is accompanied by more dense small oscillations, reflecting the later stage of the collision.

[0057] Understandable, different Figure 5A , Figure 5B The waveform shown is Figure 5C The waveforms are directly derived from a full-width rigid barrier frontal collision test of a certain vehicle model, which is closer to complex collision conditions (such as a collision between a vehicle and a non-rigid obstacle, and a collision scenario in which multiple components absorb energy in sequence). It can be used to evaluate the rollover performance of the vehicle collision simulation test fixture under real and complex impact waveforms.

[0058] For example, the LSDYNA software can be used. The BOUNDARY_PRESCRIBE_MOTION keyword is used to specify the rigid platform for slide table testing. Figure 5A , Figure 5B and Figure 5C The three acceleration waveforms shown are applied to simulate vehicle collisions under these three conditions.

[0059] It should be noted that the above simulation test method is only an exemplary description, and those skilled in the art can adjust the acceleration waveform and use different simulation software and keywords to conduct simulation tests according to their needs.

[0060] In this embodiment of the application, the simulation test results of the vehicle collision simulation test fixture mainly include the driving force of the tilting arm under the action of the collision load and the driving force change curve.

[0061] Of course, those skilled in the art can adjust the output of the above simulation test. For example, the simulation test results may also include the stress time history curve of the tooling structure and indicators such as stress value and stress concentration area. Based on this, it can be determined whether there is a risk of structural failure of the tooling structure under simulated collision load. This application does not impose specific limitations on this.

[0062] Step S303: Based on the simulation test results of the vehicle collision simulation test fixture, determine the optimal angle between the side of the support surface near the base and the base in the vehicle collision simulation test fixture.

[0063] In this embodiment of the application, the simulation test results of the above-mentioned vehicle collision simulation test fixture are analyzed and compared with the preset values ​​to ensure that the "7-shaped" tilting arm can tilt normally during the loading of the preset acceleration waveform.

[0064] For example, the driving force and driving force variation curve of the "7-shaped" tilting arm in the above simulation test are compared with the preset driving force range and preset driving force variation curve trend. The tilt angle between the side of the support surface near the base and the base in the vehicle collision simulation test fixture is adjusted to determine the optimal angle.

[0065] In one possible implementation, to further ensure the reliability of the "7-shaped" tilting arm's tilting action, the tilt angle design between the side of the support surface closest to the base and the base in the vehicle collision simulation test fixture must also ensure that the "7-shaped" tilting arm possesses a high angular momentum when passing through the highest point during the slide test. For example, the tilt angle can be optimized based on the recorded torque experienced by the tilting arm around the axis of rotation. Of course, those skilled in the art can adjust the experimental determination method for possessing a high angular momentum according to their needs; this application embodiment does not impose specific limitations in this regard.

[0066] Of course, the stress-time history curve of the tooling structure, as well as indicators such as stress value and stress concentration area, can be used to determine whether there is a risk of structural failure of the tooling structure under simulated collision load, and the structure of the tooling can be optimized accordingly. This application does not impose specific limitations on this.

[0067] As mentioned above, in practical applications, vehicle collision simulation testing requires physical experiments based on vehicle collision simulation fixtures to provide reference angular velocity signals for optimizing the simulation accuracy of the angular velocity sensor in the simulation model, thereby achieving optimization of the simulation accuracy of the angular velocity sensor.

[0068] Therefore, this application provides a vehicle collision simulation test system, including: a vehicle collision simulation test fixture; an angular velocity sensor, the angular velocity sensor being mounted on the tilting arm of the vehicle collision simulation test fixture; and a slide test rigid platform, the vehicle collision simulation test fixture being mounted on the slide test rigid platform.

[0069] In practical applications, eight M14 bolts can be used to install the fixture onto the rigid platform of the slide test, and an angular velocity sensor can be bonded to the upper surface of the "7-shaped" tilting arm structure. Of course, those skilled in the art can adjust the connection method of the above components according to their needs, and this application embodiment does not impose specific limitations on this.

[0070] See Figure 6 This is a schematic diagram of a vehicle collision simulation test method provided in an embodiment of this application. Figure 6 As shown, the method specifically includes the following steps.

[0071] Step S601: Construct a second finite element model that matches the vehicle collision simulation test system.

[0072] In this embodiment, a second finite element model matching the vehicle collision simulation test system is constructed. Specifically, a second finite element model is constructed based on the dimensions, structure, and other parameters of the vehicle collision simulation test system for subsequent simulation testing. As described above, the construction method of the vehicle collision simulation test fixture and the rigid platform for the slide test in the second finite element model has been described in detail, see step S301.

[0073] In this embodiment of the application, the physical property parameters of the "7-shaped" tilting arm in the above finite element model can be corrected based on the mass, center of mass, and moment of inertia of the "7-shaped" tilting arm of the vehicle collision simulation test fixture in the vehicle collision simulation test system.

[0074] The construction process for the angular velocity sensor in the second finite element model is as follows.

[0075] See Figure 7 This is a schematic diagram of a finite element model of an angular velocity sensor provided in an embodiment of this application. Figure 7 As shown, the sensor body is simulated using a rigid material constitutive model with hexahedral elements of a preset size (e.g., 5mm). The sensor's mass characteristic parameters can be corrected by adjusting the density of the rigid material. It has 16 built-in spring elements: 8 spring elements connected to the rigid body nodes are used to adjust the sensor body's stiffness characteristics, while the middle 8 spring elements are used to adjust the stiffness characteristics of the connection between the sensor and the vehicle body. A spring element is created at the angular velocity sensor measurement node. The ELEMENT_SEATBELT_ACCELEROMETER unit corrects the direction of the angular velocity signal output during the simulation process; the angle sensor connecting spring is connected to the "7-shaped" tilting arm using an adhesive contact method.

[0076] It should be noted that the construction process of the angular velocity sensor in the second finite element model mentioned in the embodiments of this application is only an exemplary description. In actual applications, those skilled in the art can make adaptive adjustments to the software, keywords and modeling methods used to construct the finite element model according to their needs. The embodiments of this application do not impose specific limitations on this.

[0077] Step S602: Load a preset acceleration waveform onto the rigid platform of the slide test in the second finite element model, perform simulation testing, and obtain the simulation test results of the angular velocity sensor.

[0078] In this embodiment, a preset acceleration waveform is applied to the rigid platform of the sliding test in the second finite element model for simulation testing. This simulates the signal output by the angular velocity sensor under real collision conditions. The simulation test result is the angular velocity-time characteristic curve output by the angular velocity sensor in the second finite element model. By applying a preset acceleration waveform to the rigid platform of the sliding test, real collision conditions can be accurately simulated. In practical applications, various preset acceleration waveforms can be used to model different collision conditions.

[0079] For example, the LSDYNA software can be used. The BOUNDARY_PRESCRIBE_MOTION keyword is used to specify the rigid platform for slide table testing. Figure 5A , Figure 5B and Figure 5C The three acceleration waveforms shown are applied to simulate vehicle collisions under these three conditions. For an explanation of the acceleration waveforms, please refer to step S302. For the sake of brevity, this embodiment will not be described in detail here.

[0080] It should be noted that the above simulation test method is only an exemplary description, and those skilled in the art can adjust the acceleration waveform and use different simulation software and keywords to conduct simulation tests according to their needs.

[0081] Step S603: Load a preset acceleration waveform onto the rigid platform of the sliding test in the vehicle collision simulation test system, conduct a physical experiment, and obtain the physical experimental results of the angular velocity sensor.

[0082] In this embodiment of the application, a preset acceleration waveform is loaded onto the rigid platform of the slide test in the vehicle collision simulation test system to conduct a physical experiment. The result of the physical experiment is the angular velocity-time characteristic curve output by the angular velocity sensor in the vehicle collision simulation test system.

[0083] Step S604: Optimize the parameters of the angular velocity sensor in the second finite element model based on the physical experiment results and the simulation test results of the angular velocity sensor.

[0084] The parameters of the angular velocity sensor in the second finite element model include the material density of the angular velocity sensing hexahedral element component in the finite element model. The DT parameter of DATABASE_NODOUT and The IACCOP parameter of CONTROL_OUTPUT, as well as the sampling frequency and stiffness parameters of the angular velocity sensor body and the connecting spring unit. In this embodiment, by adjusting the above parameters, the angular velocity-time characteristic curve output by the simulation test is made to fit the angular velocity-time characteristic curve output by the physical experiment, thereby making the simulation accuracy of the angular velocity sensor in the finite element model comparable to that of the angular velocity sensor in the physical model. Furthermore, the accuracy requirements in actual collision scenarios can be further considered to determine whether the degree of curve fitting meets the standards.

[0085] See Figure 8 This is a schematic diagram of an angular velocity-time characteristic curve provided in an embodiment of this application. Figure 8 As shown, Figure 8 Figures a, b, and c show the angular velocity-time characteristic curves under the preset acceleration waveforms in Figure 3, respectively. Test_1 and Test_2 are the angular velocity-time characteristic curves output by the angular velocity sensor in the two physical experiments, and Fea is the angular velocity-time characteristic curve output by the angular velocity sensor in the second finite element model. It can be seen that the angular velocity-time characteristic curve output by the angular velocity sensor in the second finite element model has a good fit to the results of the physical experiments, that is, the simulation accuracy of the angular velocity sensor is high.

[0086] In this embodiment, a second finite element model is constructed based on a vehicle collision simulation test system. Using the physical experimental results of the vehicle collision simulation test system as a reference, the simulation test results of the second finite element model are optimized, closing the loop between virtual experiment and simulation test. This improves the simulation accuracy of the angular velocity sensor and has high reliability. It solves one of the key bottlenecks in the airbag calibration algorithm—insufficient accuracy of angular velocity-time signal acquisition under vehicle rollover conditions. This allows the core development and verification work of the airbag deployment algorithm to be advanced, eliminating the need to passively wait for hardware resources. It significantly reduces the dependence on physical prototypes and real-vehicle collision tests during the airbag pre-research stage, effectively reducing high R&D costs and significantly shortening the overall development cycle.

[0087] In practical applications, to achieve higher simulation accuracy and improve simulation efficiency, the parameters of the angular velocity sensor in the second finite element model need to be optimized before conducting the aforementioned simulation tests, based on the sensor's mass parameters and smoothing algorithm parameters. Specifically, based on the angular velocity sensor's mass parameters and smoothing algorithm parameters, the material density of the hexahedral element component for angular velocity sensing in the second finite element model, the smoothing algorithm parameters, and the optimization of the parameters are required. The DT parameter of DATABASE_NODOUT and The IACCOP parameter of CONTROL_OUTPUT has been optimized.

[0088] To facilitate understanding, the vehicle collision simulation test method will be explained below with specific examples. See [link to documentation]. Figure 9 This is a schematic diagram of another vehicle collision simulation test method provided in the embodiments of this application.

[0089] like Figure 9 As shown, the method specifically includes the following steps.

[0090] Step S901: Design of vehicle collision simulation test fixture.

[0091] First, a first finite element model is constructed, including a vehicle collision simulation test fixture and a sliding test rigid platform, and simulation tests are conducted. Based on the simulation test results, the optimal angle between the support surface of the vehicle collision simulation test fixture and the base is determined, and the structural strength of the fixture is optimized.

[0092] Step S902: Construction of vehicle collision simulation test system.

[0093] A vehicle collision simulation test system is constructed, including a vehicle collision simulation test fixture; an angular velocity sensor, which is mounted on the tilting arm of the vehicle collision simulation test fixture; and a slide test rigid platform. The fixture is installed onto the slide test rigid platform using eight M14 bolts, and the angular velocity sensor is bonded to the upper surface of the "7-shaped" tilting arm structure.

[0094] Step S903: Construction of simulation model for vehicle collision simulation test.

[0095] A second finite element model is constructed based on the vehicle collision simulation test system. Based on the mass parameters of the angular velocity sensor and the smoothing algorithm parameters, the corresponding parameters of the angular velocity sensor in the second finite element model are optimized.

[0096] Step S904: Vehicle collision simulation test.

[0097] A preset acceleration waveform is applied to the rigid platform of the slide test in the second finite element model, and simulation test is performed to obtain the angular velocity-time characteristic curve output by the angular velocity sensor in the simulation test.

[0098] Step S905: Physical experiment for vehicle collision simulation test.

[0099] A preset acceleration waveform is applied to the rigid platform of the slide test in the vehicle collision simulation test system, and a physical experiment is conducted to obtain the angular velocity-time characteristic curve of the output of the angular velocity sensor.

[0100] Step S906: Optimize vehicle collision simulation test parameters.

[0101] The parameters of the angular velocity sensor in the second finite element model are optimized based on the results of physical experiments and simulation tests of the angular velocity sensor. Specifically, the parameters of the angular velocity sensor in the second finite element model are optimized according to the angular velocity-time characteristic curve output by the angular velocity sensor in the physical experiment, so that the angular velocity-time characteristic curve output by the angular velocity sensor in the simulation test fits the angular velocity-time characteristic curve output by the angular velocity sensor in the physical experiment.

[0102] Corresponding to the above embodiments, this application also provides an electronic device.

[0103] See Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 10 As shown, the electronic device 1000 may include a processor 1001, a memory 1002, and a communication unit 1003. These components communicate via one or more buses. Those skilled in the art will understand that the electronic device structure shown in the figure does not constitute a limitation on the embodiments of this application. It may be a bus topology or a star topology, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0104] The communication unit 1003 is used to establish a communication channel, thereby enabling the electronic device to communicate with other devices.

[0105] The processor 1001 serves as the control center of the electronic device, connecting various parts of the device via various interfaces and lines. It executes software programs and / or modules stored in the memory 1002, and calls data stored in the memory to perform various functions and / or process data. The processor may be composed of integrated circuits (ICs), such as a single packaged IC or multiple packaged ICs with the same or different functions connected together. For example, the processor 1001 may consist only of a central processing unit (CPU). In this embodiment, the CPU may have a single processing core or include multiple processing cores.

[0106] Memory 1002 is used to store the execution instructions of processor 1001. Memory 1002 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0107] When the execution instructions in memory 1002 are executed by processor 1001, the electronic device 1000 is able to perform some or all of the steps in the above method embodiments.

[0108] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0109] Those skilled in the art will recognize that the units and algorithm steps described in the embodiments disclosed herein can be implemented using electronic hardware, computer software, or a combination of electronic hardware and software. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0110] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0111] In the several embodiments provided in this application, any function, if implemented as a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0112] The above description is merely a specific embodiment of this application. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the protection scope of this application. The protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A vehicle collision simulation testing fixture, characterized in that, include: Base; A support frame is disposed on the base, the support frame includes a support surface, and the angle between the side of the support surface near the base and the base is an acute angle; A flip arm, one end of which is rotatably connected to the base or the support frame via a rotating shaft, allows the flip arm to swing within a range that is close to and far from the support surface.

2. The vehicle collision simulation test fixture according to claim 1, characterized in that, The tilting arm includes: The first flipping part, one end of which is rotatably connected to the base or the support frame via a rotating shaft; The second flipping part is disposed at the end of the first flipping part away from the rotation axis.

3. The vehicle collision simulation test fixture according to claim 2, characterized in that, The second flipping portion is perpendicular to the first flipping portion, and the second flipping portion extends in a direction away from the support surface.

4. The vehicle collision simulation test fixture according to claim 1, characterized in that, The support frame includes: The first support portion, the side of the first support portion away from the base, forms the support surface; The second support portion has a first end connected to the end of the first support portion near the base; The third support portion has a first end connected to the second end of the second support portion, and the second end of the third support portion is connected to the end of the first support portion away from the base.

5. The vehicle collision simulation test fixture according to claim 4, characterized in that, The second support portion and the third support portion are perpendicular to each other.

6. A design method for a vehicle collision simulation test fixture, characterized in that, include: A first finite element model is constructed, the first finite element model including the vehicle collision simulation test fixture and the slide test rigid platform as described in any one of claims 1-5, wherein the vehicle collision simulation test fixture is disposed on the slide test rigid platform; A preset acceleration waveform is loaded onto the rigid platform of the slide test in the first finite element model, and a simulation test is performed to obtain the simulation test results of the vehicle collision simulation test fixture. Based on the simulation test results of the vehicle collision simulation test fixture, the optimal angle between the side of the support surface near the base and the base in the vehicle collision simulation test fixture is determined.

7. A vehicle collision simulation testing system, characterized in that, include: The vehicle collision simulation test fixture according to any one of claims 1-5; An angular velocity sensor is mounted on the tilting arm of the vehicle collision simulation test fixture. A rigid sliding test platform is provided, and the vehicle collision simulation test fixture is mounted on the rigid sliding test platform.

8. A vehicle collision simulation test method, characterized in that, include: According to the vehicle collision simulation test system of claim 7, a second finite element model matching the vehicle collision simulation test system is constructed; A preset acceleration waveform is applied to the rigid platform of the slide test in the second finite element model, and a simulation test is performed to obtain the simulation test results of the angular velocity sensor. The preset acceleration waveform is loaded onto the rigid platform of the sliding test in the vehicle collision simulation test system to conduct a physical experiment and obtain the physical experimental results of the angular velocity sensor. The parameters of the angular velocity sensor in the second finite element model are optimized based on the physical experiment results and the simulation test results of the angular velocity sensor.

9. The vehicle collision simulation test method according to claim 8, characterized in that, Before loading a preset acceleration waveform onto the rigid platform of the slide test in the second finite element model, performing simulation tests, and obtaining the simulation test results of the angular velocity sensor, the method further includes: Based on the mass parameters and smoothing algorithm parameters of the angular velocity sensor, the parameters of the angular velocity sensor in the second finite element model are optimized.

10. An electronic device, characterized in that, include: processor; Memory; And a computer program, wherein the computer program is stored in the memory, and when the computer program is executed by the processor, causes the electronic device to perform the method of any one of claims 8 to 9.

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